Engine controlling system

Description

BACKGROUND OF THE INVENTION

[0001] The present invention relates to an apparatus for controlling an internal combustion engine according to the precharacterizing part of claim 1. Such an apparatus is known from Bosch Motronic 1987 72 2011, pages 7-9, 20-21, 28, 30-31 from 9/85.

[0002] A controlling system for an internal combustion engine of the type specified above includes an electrical control unit electrically connected to a fuel injector, a throttle position sensor operative to detect positions of a throttle value and emit to the control unit an electrical signal representing a detected throttle valve position, an engine sped sensor operative to detect engine speed and emit to the control unit an electrical engine-speed signal representing a detected engine speed, and a mass flow type air flow meter for detecting a mass flow of air sucked through the intake manifold into the engine. The con- trot unit is operative to control the rate of fuel supply through the fuel injection system into the engine in accordance with a first predetermined map of a lattice pattern showing a predetermined relationship between an engine speed and a load value determined on the basis of an detected engine speed and a detected engine intake air flow. The first predetermined map contains a stoichiometrical air-fuel ratio zone below a predetermined load value for a detected engine speed and a power zone above the predetermined load value. The rate of fuel supply controlled in accordance with the first predetermined map is so determined that the engine is supplied with an air-fuel mixture of an air-fuel ratio richer than the stoichiometrical air-fuel ratio when the detected engine speed and load value fall within the power zone in the first predetermined map. The controlling unit is also electrically connected to the ignition system to control the ignition timing in accordance with a second predetermined map showing a predetermined relationship between an engine speed, a load value and an ignition timing. The ignition timing controlled in accordance with the second predetermined map is advanced as compared with the values of the ignition timing in a power zone therein.

[0003] This type of engine controlling apparatus has a problem that an internal combustion engine equipped with the controlling apparatus knocks and tends to be damaged either when an internal combustion engine is operated in a high ambient air temperature as is experienced when an automobile equipped with the engine is operated in a hot district or when the automobile is operated to climb a hill at a high altitude. This is because, under such engine operating conditions, the air sucked into the engine is of a very low density and the engine is at a very high temperature. In such case, the engine throttle value is widely opened but the engine intake air flow in terms of mass flow measured by the mass flow type air flow meter is at a smaller rate relative to the degree of the throttle valve opening. Accordingly, while the engine is operating at a heavy load condition with the throttle valve widely opened, the engine control by the controlling unit operated in accordance with the first and second predetermined maps is such that the air-fuel mixture and the ignition timing are respectively leaner and advanced than in the heavy load engine operating condition under which the engine is in fact operated.

SUMMARY OF THE INVENTION

[0004] Accordingly it is an object of the invention to provide an engine controlling apparatus in which engine knocks occurring either when an internal combustion engine is operated in a high ambient air temperature or when the automobile is operated to climb at a hill with a high altitude can be prevented.

[0005] To achieve the above object, the apparatus for controlling an internal combustion engine is according to the invention characterized in that the control unit includes a first judgement means operative to judge (a) whether the throttle valve opening is wider than a value based on a predetermined relationship between the throttle opening and the engine speed; and a second judgement means operative to judge (b) whether the load value and the engine speed are in the power zone in the first predetermined map, the arrangement being such that, when the result of the judgement (a) is YES and when the result of the judgement (b) is NO, the control unit is operative to supply the fuel to the engine at an increased air-fuel ratio and simultaneously retard the ignition timing.

[0006] The control unit preferably includes a further judgement means operative to judge (c) as to whether the engine temperature is higher than a predetermined temperature level. The arrangement is such that, when the answers to the questions (a) and (c) are YES and the answer to the question (b) is NO, the control unit operates to determine the fuel supply at the increased air-fuel ratio and retard the ignition timing. The inclusion of the further judgement means in the control unit is effective to eliminate the occurrence of an engine knock even when the engine is operated at a low altitude but in a heavy load operating condition.

[0007] The above and other objects, features and advantages of the present invention will be made more apparent by the following description with reference to the accompanying drawings.

BRIEF DESCRIPTION OF THE DRAWINGS

[0008] 

Fig. 1 is a diagrammatic illustration of an internal combustion engine equipped with a proposed engine controlling apparatus;

Fig. 2 graphically illustrates engine operation characteristics in respect of ignition timing combined with an air-fuel ratio relative to a throttle value opening combined with a load value;

Fig. 3 shows an air-fuel ratio compensation map;

Fig. 4 shows an ignition timing compensation map;

Fig. 5 shows a predetermined relationship between a throttle valve opening relative to an engine speed; and

Fig. 6 is a chart illustrating the characterised part of the operation of a control unit of the engine controlling apparatus.

DESCRIPTION OF THE PREFERRED EMBODIMENT

[0009] Referring to Fig. 1, an internal combustion engine 10 has an intake manifold and a throttle valve 14 disposed in the intake manifold 12 for movement between a closed position and a fully opened position. A conventional fuel injection system includes an electrically actuated fuel injectors only one of which is shown at 16. The injectors are operative to inject a fuel into an air flow through the intake manifold 12 so that an air fuel mixture to be sucked into the engine is formed. The fuel injection system and the fuel injector 16 are well known in the art and thus are not described in more detail herein. A conventional ignition system includes an ignition coil 18, a distributor 20 and spark plug only one of which is shown at 22 and mounted to ignite charges of air-fuel mixture in an engine cylinder 11.

[0010] The engine 10 is provided with a controlling apparatus 30 which includes an electrical control unit 32 electrically connected to the ignition coil 18 of the ignition system and to the fuel injectors 16. A throttle position sensor 34 is mounted on the intake manifold 12 to detect varying positions of the throttle valve 14 and electrically connected to the control unit 32 to emit thereto an electrical signal representing a throttle position detected. An engine speed sensor 36 is provided to detect an engine speed and electrically connected to the control unit 32 to emit thereto an electrical engine speed signal representing an engine speed detected. A temperature sensor 38 is mounted on an engine crank case to detect the temperature of an engine cooling water and electrically connected to the control unit to emit thereto an electrical signal representing a detected temperature of the engine cooling water and thus of the engine 10. A mass-flow type air flow meter 40 is provided to detect a mass flow of an engine intake air flow through the intake manifold 12 upstream of the throttle valve 14 and just downstream of an air cleaner 24 connected to an upstream end of the intake manifold 12.

[0011] The control unit 32 is operative to control the rate of fuel supply through the fuel injectors 16 into the engine 10 in accordance with a predetermined air-fuel ratio compensation map of a lattice pattern showing a predetermined relationship between an engine speed N (r.p.m.) and a load value Tp (ms) which is determined on an detected engine speed N and a detected engine intake air flow in terms of mass flow. An example of such map is shown in Fig. 3 and includes a stoichiometrical air-fuel ration zone, which is hatched in the map shown in Fig. 3, and a power zone which is not hatched in the map.

[0012] The control unit 32 is also operative to control the ignition timing of the engine 10 in accordance with another predetermined map shown in Fig. 4.

[0013] The control of the air-fuel ratio according to the first said map and the control of the ignition timing according to the second-said map are graphically shown in Fig. 2 wherein a zone between A und B is the stoichiometrical air-fuel ratio zone and second zone between B and C is the power zone. It will be seen in Fig. 2 that, in the power zone B-C, the richness of the air-fuel mixture is greatly increased and the ignition timing is greatly retarded as compound with their values in the stoichiometrical air-fuel ratio zone A-B.

[0014] The arrangement and operation of the engine controlling apparatus described above are conventionally known in the art (refer to the Bosch Motronic 1987). Assuming that an automotive engine having such a conventional engine controlling apparatus is operated at a substantially sea level and at an engine speed of 1,000 r.p.m. and with a throttle valve substantially fully opened, the controlling apparatus operates to supply the engine with a fuel at a rate corresponding to a load value Tp of 6.1 ms which falls in the power zone B-C. Accordingly, the controlling apparatus also operates to control the ignition timing so that it is retarded to fall within the power zone B-C.

[0015] However, when the automobile equipped with the internal combustion engine is operated to climb a hill at a high altitude with the engine throttle valve widely opened, or when the automobile is operated in a high ambient air temperature as in a hot district, the mass flow level of engine intake air detected by the air flow sensor 40 is smaller or lower compared with the widely opened throttle valve position detected by the throttle position sensor 34 because the density of air is low in such situation. Accordingly, the load value Tp read on the map shown in fig. 3 falls in the stoichiometrical air-fuel ratio zone which is the zone A-B in Fig.2. Thus, the rate of fuel supply and ignition timing determined by the controlling unit 32 fall within the stoichiometrical air-fuel ratio zone A-B in which the air-fuel ratio is leaner than in the power zone B-C and the ignition timing is advanced than in the power zone B-C. It will be noted that, under such engine operating conditions, the air-fuel ratio should correctly be richer than in the stoichiometrical air fuel ratio zone A-B and the ignition timing should correctly be retarded than in the zone A-B because the throttle valve is widely opened.

[0016] In the illustrated embodiment of the engine controlling apparatus 30 according to the present invention, the electrical control unit 32 is improved to judge as to whether the opening of the throttle valve 14 as detected by the throttle position sensor 34 is wider than a value based on a predetermined relationship between the throttle opening and the engine speed, as shown in Fig. 5. This judgement is conducted at a step 100 shown in Fig. 6. If an answer to the question in the step 100 is YES, the operation of the controlling unit 32 proceeds to a next step 101 where a judgement is conducted as to whether the engine temperature detected by the temperature sensor 38 is higher than a predetermined level. If an answer to the question in the step 101 is YES, the operation proceeds to a next step 102 where a judgement is conducted as to whether the engine speed N and a load value Tp fall in a power zone in a map shown in Fig. 4. The load value Tp is given by:

where QA represents the engine intake air flow in terms of mass flow and k is constant. In the case where the answer to the quastion in the judgement step 100 is YES and the answer to the question in the judgement step 102 is NO, it means that the engine is operated either at a high altitude and under a heavy load or in a hot ambient air. Accordingly, the operation proceeds to a next step 103 where the control unit 32 operates to supply the fuel at an increased rate. Simultaneously, the control unit 32 operates at a step 104 to retard the ignition timing. The increased air-fuel ratio and the retarded ignition timing fall in the power zone B-C in Fig. 2, so that an engine knock, which would otherwise occur in such an engine operating condition, is avoided. The judgement step 101 is preferably added in the illustrated embodiment of the invention to check as to whether the engine is operated in a temperature range where the engine tends to knock even if the engine is operated neither at a high altitude nor in a hot ambient air.

[0017] In the case where the answers to the questions at the judgement steps 100 and 101 are both NO and the answer to the question at the judgement step 102 is YES, the operation of the control unit 32 proceeds bypassing the fuel increasing and ignition timing retarding steps 103 and 104.

Claims

1. An apparatus for controlling an internal combustion engine having an intake manifold (12), a throttle valve (14) disposed in said intake manifold (12) being movable between an idle position and a fully opened position, a fuel injection system including at least one electrically actuated fuel injector (16) operative to inject fuel into an air flow through said intake manifold (12) to form an air-fuel mixture to be sucked into the engine, and an ignition system (18, 20, 22) including a spark plug (22) for igniting charges of the air-fuel mixture in an associated engine cylinder, said controlling apparatus (30) including an electrical control unit (32) electrically connected to said injector (16), a throttle position sensor (34) operative to detect positions of said throttle valve (14) and emit to said control unit (32) an electrical throttle-position signal representing a detected throttle valve position, an engine speed sensor (36) operative to detect an engine speed and emit to said control unit (32) an electrical engine speed signal representing a detected engine speed, and a mass flow type air flow sensor (40) for detecting a mass flow of air sucked through said intake manifold into said engine, said control unit (32) being operative to control the rate of fuel supply through said fuel injection system into said engine in accordance with a first predetermined map of a lattice pattern showing a predetermined relationship between an engine speed and a load value determined based on a detected engine speed and a detected engine intake air flow, said first predetermined map (Fig. 3) containing a stoichiometrical air-fuel ratio zone below a predetermined load value for a detected engine speed and a power zone above said predetermined load value, the rate of fuel supply controlled in accordance with said first predetermined map (Fig. 3) being so determined that the engine is supplied with an air fuel mixture ot ₃n air-fuel ratio richer thnn the stoichiometrical air-fuel ratio when the detected engine speed and load value fall within said power zone in said first predetermined map, said control unit (32) being also electrically connected to said ignition system (18, 20, 22) to control the ignition timing in accordance with a second predetermined map (Fig. 4) showing a predetermined relationship between an engine speed, a load value and an ignition timing, the ignition timing controlled in accordance with said second predetermined map when the detected engine speed and the load value fall in a stoichiometrical air-fuel ratio zone in said second predetermined map (Fig. 4) being advanced relative to the power zone, characterized in that the control unit (32) includes a first judgement means (100) operative to judge

(a) whether the throttle valve opening is wider than a value based on a predetermined relationship between the throttle opening and the engine speed; and a second judgement means (102) operative to judge

(b) whether the load value and the engine speed are in the power zone in the first predetermined map (Fig. 3), the arrangement being such that, when the result of the judgement (a) is YES and when the result of the judgement (b) is NO, the control unit is operative to supply the fuel to the engine at an increased air-fuel ratio and simultaneously retard the ignition timing.

2. An apparatus according to claim 1, characterized in that further a temperature sensor (36) is provided to detect an engine temperature and emit a temperature signal to the control unit (32), which further includes a third judgement means (101) operative to judge

(c) whether the engine temperature detected by said temperature sensor is higher than a predetermined level, the arrangement being such that, when the results of the judgements (a) and (c) are both YES and the result of the judgement (b) is NO, the control unit is operative to supply the fuel at said increased air-fuel ratio and retard the ignition timing.

Ansprüche

1. Vorrichtung zur Steuerung eines Verbrennungsmotors mit

einem Ansaugkrümmer (12),

einem in dem Ansaugkrümmer (12) angeordneten Drosselventil, das sich zwischen einer Leerlauf-und einer vollständig geöffneten Stellung bewegen läßt,

einem zumindest einen elektrisch betätigten Kraftstoffinjektor (16) aufweisendes Kraftstoffeinspritzsystem, das zum Einspritzen von Kraftstoff in einen durch den Ansaugkrümmer (12) fließenden Luftstrom zur Bildung eines in den Motor zu saugenden Luft-Kraftstoffgemisches eingerichtet ist, und

einem Zündsystem (18, 20, 22) das eine Zündkerze (22) zur Zündung des Luft-Kraftstoffgemisches in einem zugeordneten Motorzylinder enthält, wobei die Steuervorrichtung (30) eine mit dem Injektor (16) elektrisch verbundene Steuereinheit (32), einen Drosselventilpositionsfühler (34) zur Erfassung von Stellungen des Drosselventils (14) und zur Ausgabe eines elektrischen Drosselstellungssignals an die Steuereinheit (32), das die erfaßte Drosselventilstellung angibt, einen Motorgeschwindigkeitsfühler (36) zur Erfassung der Motorgeschwindigkeit und der Ausgabe eines elektrischen Motorgeschwindigkeitssignals an die Steuereinheit (32), das die erfaßte Motorgeschwindigkeit angibt und

einen Luftströmungsfühler (40), der den Massenfluß der durch den Ansaugkrümmer in den Motor angesaugten Luft erfaßt, aufweist und zur Steuerung der Menge des durch das Kraftstoffeinspritzsystem dem Motor zugeführten Kraftstoffs in Übereinstimmuing mit einem ersten vorgegebenen Kennfeld eingerichtet ist, welches eine matrixförmige Anordnung einer vorgegebenen Beziehung zwischen der Motorgeschwindigkeit und einem Lastwert darstellt, der auf der Basis der erfaßten Motorgeschwindigkeit und der erfaßten Ansaugluftmenge ermittelt wird, wobei das erste vorgegebene Kennfeld (Fig. 3) eine stöchiometrische Luft-Kraftstoffverhältniszone unterhalb eines vorgegebenen Lastwerts für die erfaßte Motorgeschwindigkeit und eine Leistungszone oberhalb des vorgegebenen Lastwerts enthält und wobei die zugeführte Kraftstoffmenge, die in Übereinstimmung mit dem ersten vorgegebenen Kennfeld (Fig. 3) gesteuert wird, so ermittelt wird, daß der Motor mit einer Luft-Kraftstoffmischung versorgt wird, deren Luft-Kraftstoffmischungsverhältnis gegenüber dem stöchiometrischen Luft-Kraftstoffmischungsverhältnis angereichert ist, wenn die erfaßte Motorgeschwindigkeit und der erfaßte Lastwert innerhalb der Leistungszone in dem ersten vorgegebenen Kennfeld liegen, wobei

die Steuereinheit (32) außerdem mit dem Zündsystem (18, 20, 22) elektrisch verbunden ist, um den Zündzeitpunkt in Übereinstimmung mit einem zweiten vorgegebenen Kennfeld (Fig. 4) zu steuern, das eine vorgegebene Beziehung zwischen der Motordrehzahl, dem Lastwert und dem Zündzeitpunkt darstellt und den Zündzeitpunkt in Übereinstimmung mit dem zweiten vorgegebenen Kennfeld, wenn die erfaßte Motorgeschwindigkeit und der Lastwert innerhalb einer stöchiometrischen Luft-Kraftstoffverhältniszone in dem zweiten vorgegebenen Kennfeld (Fig. 4) liegen, gegenüber der Leistungszone vorverlegt, dadurch gekennzeichnet, daß die Steuereinheit (32) ein erstes Bestimmungsglied (100), welches zur Bestimmung,

a) ob die Öffnung des Drosselventils größer als ein Wert ist, der auf einem vorgegebenen Verhältnis zwischen der Drosselventilöffnung und der Motorgeschwindigkeit beruht, eingerichtet ist; und ein zweites Bestimmungsglied (102) aufweist, daß zur Bestimmung,

b) ob der Lastwert und die Motordrehzahl in der Leistungszone in dem vorgegebenen ersten Kennfeld (Fig. 3) liegen, eingerichtet ist, wobei die Anordnung so ist, daß, wenn das Ergebnis der Bestimmung (a) JA und das Ergebnis der Bestimmung (b) NEIN lauten, die Steuereinheit dem Motor Kraftstoff mit einem erhöhten Luft-Kraftstoffverhältnis zuführt und gleichzeitig den Zündzeitpunkt verzögert.

2. Steuervorrichtung nach Anspruch 1, dadurch gekennzeichnet, daß außerdem ein Temperaturfühler (36) zur Erfassung der Motortemperatur vorgesehen ist, der der Steuereinheit (32) ein Temperatursignal zuführt, welche außerdem ein drittes Bestimmungsglied (101) enthält, daß bestimmt,

c) ob die von dem Temperaturfühler erfaßte Motortemperatur höher als ein vorgegebener Temperaturwert ist und die Anordnung so eingerichtet ist, daß, wenn das Ergebnis der Bestimmungen (a) und (c) JA und das Ergebnis der Bestimmung (b) NEIN lautet, dem Motor Kraftstoff mit dem erhöhten Luft-Kraftstoffverhältnis zugeführt und der Zündzeitpunkt verzögert wird.

Revendications

1. Dispositif de commande de moteur à combustion interne ayant un collecteur d'admission (2), une soupape d'étranglement (14) disposée dans ledit collecteur d'admission (12) étant déplaçable entre une position de repos et une position complètement ouverte, un système d'injection de carburant comprenant au moins un injecteur (16) de carburant à commande électrique et servant à injecter du carburant dans un courant d'air passant par ledit collecteur d'admission (12) afin de former un mélange d'air et de carburant qui sera aspiré dans le moteur, et un système d'allumage (18, 20, 22) comprenant une bougie (22) pour enflammer des charges du mélange d'air et de carburant dans un cylindre correspondant du moteur, ledit dispositif de commande (30) comprenant un ensemble de commande électrique (32) relié électriquement audit injecteur (16), un détecteur (34) de position de soupape servant à détecter les positions de ladite soupape d'étranglement (14) et à émettre vers ledit ensemble de commande (32) un signal électrique de position de soupape représentant une position détectée de la soupape d'étranglement, un détecteur (36) de régime de moteur servant à détecter le régime du moteur et à émettre vers ledit ensemble de commande (32) un signal électrique de régime de moteur représentant un régime détecté du moteur, et un détecteur (40) de débit d'air de type à flux massique pour détecter un flux d'air aspiré via ledit collecteur d'admission jusque dans ledit moteur, ledit ensemble de commande (32) servant à régler le débit du carburant fourni via ledit système d'injection de carburant dans ledit moteur conformément à une première table prédéterminée à motif en réseau montrant une relation prédéterminée entre un régime de moteur et the valeur de charge déterminée d'après un régime détecté du moteur et un débit détecté d'admission d'air dans le moteur, ladite première table prédéterminée (Fig. 3) contenant une zone de rapport stoechiométrique air-carburant au-dessous d'une valeur de charge prédéterminée pour un régime détecté du moteur et une zone de puissance au-dessus de ladite valeur de charge prédéterminée, le débit de l'apport de carburant réglé conformément à ladite première table prédéterminée (Fig. 3) étant déterminé de façon que le moteur reçoive un mélange d'air et de carburant à rapport air-carburant plus riche que le rapport stoechiométrique aircarburant lorsque le régime détecté du moteur et la valeur de charge se trouvent dans ladite zone de puissance de ladite première table prédéterminée, ledit ensemble de commande (32) étant également relié électriquement audit système d'allumage (18, 20, 22) afin de commander la séquence d'allumage selon une seconde table prédéterminée (Fig. 4) montrant une relation prédéterminée entre un régime du moteur, une valeur de charge et une séquence d'allumage, la séquence d'allumage commandée conformément à ladite seconde table prédéterminée quand le régime détecté du moteur et la valeur de charge se trouvent dans une zone de rapport stoechiométrique aircarburant de ladite seconde table prédéterminée (Fig. 4) étant avancée par rapport à la zone de puissance, caractérisé en ce que l'ensemble de commande (32) comporte un premier moyen de jugement (100) servant à juger

(a) si l'ouverture de la soupape d'étrangement est plus large qu'une valeur fondée sur une relation prédéterminée entre l'ouverture d'étranglement et le régime du moteur; et un second moyen de jugement (102) servant à juger

(b) si la valeur de charge et le régime du moteur sont dans la zone de puissance de la première table prédéterminée (Fig. 3), l'agencement étant que, lorsque le résultat du jugement (a) est OUI et lorsque le résultat du jugement (b) est NON, l'ensemble de commande sert à fournir le carburant au moteur avec un rapport air-carburant plus élevé et, en même temps, à retarder la séquence d'allumage.

2. Dispositif selon la revendication 1, caractérisé en ce que en outre, un détecteur (36) de température est prévu pour détecter une température de moteur et émettre un signal de température vers l'ensemble de commande (32), qui comporte en outre un troisième moyen de jugement (101) servant à juger

(c) si la température du moteur détectée par ledit détecteur de température est supérieure à une valeur prédéterminée, l'agencement étant tel que, lorsque les résultats des jugements (a) et (c) sont tous deux OUI et que le résultat du jugement (b) est NON, l'ensemble de commande sert à fournir le carburant avec ledit rapport air-carburant plus élevé et à retarder la séquence d'allumage.

Drawing